For truck and SUV chassis engineers, 1/2-ton pickups and SUVs provide an opportunity to demonstrate the art and science of ride quality and handling. People who tow and heavy-haul normally shop in the 3/4- and 1-ton rows on the dealer’s lot; humans are the primary payload for the 1/2-ton customer. Smart aftermarket companies realize this. Any lift system that undermines ride quality in modern 1/2-ton trucks is a tough sell. Superlift is one aftermarket company that didn’t pretend it could outdo Detroit’s millions of dollars of R&D. Instead, Superlift approached GM’s 2007-08 coilover IFS trucks and SUVs from the mindset of retaining all the OE advantages while creating clearance for taller tires. Maintaining functionality of GM’s impressive electronic-shock Autoride system was a priority. Advanced computer modeling allowed Superlift to design its 2007-08 Chevy/GMC 1/2-ton kits using GM engineering data. Fit and clearances are all “tested” on the computer before any actual metalwork takes place. The software even spits out jig designs for the various brackets. These files go directly to in-house computer-controlled laser-cutters and CNC lathes and mills, so component quality and refinement is at a higher level than ever. Bang-per-buck is also improved. High-tech CAD/CAM software allowed Superlift to create a basic kit that works for all 1/2-ton 4WD and 2WD 2007-08 Silverado/Sierra 1500s, Yukons/Tahoes, Yukon XLs/Suburbans and Avalanches. Application-specific packaging obviously deletes the front diff brackets and hardware for 2WD applications and includes either rear leaf (pickups) or coil (SUVs) leveling components.
Benefits & Options
Replacement knuckles are this system’s primary highlight and Superlift contours its knuckles to retain full steering radius. Track-width increase is minimized to optimize handling and to limit stress on the OE steering components. A minimum 17” diameter wheel with a backspacing of 5.0-5.5” is required for knuckle clearance. Superlift’s base kit makes the ride slightly firmer in front by using preload shims. Optional replacement front struts with slightly stiffer-than-OE valving are also available. Regardless of method, front-firming helps tame the extra bodyroll created by the lift’s center-of-gravity increase and additional leverage created by a wider front track width and larger tires/wheels. Front-end dive under heavy braking is also greatly reduced. On pickup applications, axlewrap isn’t an issue with the kit’s standard rear blocks when running 33” tires and stock power/gearing. However, optional replacement leaf springs are available should larger tires, lower gears and/or bigger power create wrap/hop. (The kit’s 5” rear blocks level pickups. Shorter blocks are available if the “raked” look is desired). Suspension travel is unchanged. However, Superlift did document slightly more articulation during 20-degree ramp testing (see photos).Installation
As with most of its suspension systems for later-model vehicles, Superlift recommends professional installation. Degree of difficulty is a maximum 5 on Superlift’s 1-5 scale, based on the required welding and cutting. Estimated shop time is 8-9 hours. This doesn’t include mop-up details such as professional alignment, brake-bleeding and headlight re-aiming. Refer to a service manual as necessary for proper disassembly of the OE components. 1.The kit is engineered and assembled using CAD/CAM technology. 3-D chassis diagrams come directly from GM. Superlift then designs and cycles the suspension on the computer to check clearances and geometry. |
 2.Superlift offers optional front monotube shocks with the factory coils for 2007-08 1/2-tons and non-Autoride SUVs |
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 3.To retain the factory Autoride electronic suspension option or for those who prefer to stay with the OE shock valving, Superlift’s “base” system uses spacer towers and preload rings in conjunction with the OE shocks and coils. |
 4.Front lift comes from replacement knuckles and one-piece lower control-arm crossmembers. Brackets lower the diff, billet CV axle spacers ensure proper axle engagement, and kicker braces add rigidity. Rear lift for SUVs (shown) consists of new coils and 4-link relocation bracketry; pickups get standard blocks or optional replacement springs. Three different rear shock types are offered for pickups: Standard Superide, gas monotube (SS series) or gas with remote reservoir (SSR series). |
 5. The lower trac-bar mount is easier to line up with the vehicle on the ground; a come-along is used here with the truck still on the lift. On-ground button-ups include bleeding brakes, re-aiming headlights and double-checking torque of all fasteners. Finally, the vehicle needs to be professionally aligned. Also, the truck’s computer may need to be “reflashed” by a dealership for the StabiliTrak system to accept the new tire diameter. (Superlift is working on a recalibration system.) |
 6. The kit includes a reinforcement plate that is welded to the driver-side lower control-arm mount to maintain structural integrity after the necessary trimming is complete. Spray-can primer and paint are applied after the metal cools to fend off rust. |
 7. The two crossmembers tie together with the kit’s recessed diff skidplate. Button-head bolts maximize ground clearance. |
 8. Front lift is achieved by the Superlift knuckles’ (left) spacing the lower balljoints 6 inches below stock (right). Superlift knuckles are now finished with black powdercoating. |
 9. The optional brushed stainless skidplate attaches to OE upper mounts and Superlift front crossmember. |
 Using 2007 Z71s on a 20-degree ramp Superlift recorded a stock RTI of 438. RTI improved slightly to 450 after the 6” lift shown here. |
